Snubbing means



June 21, 1949. G. E. DATH -SNUBBING MEANS Filed July 24, 1944 frwenr v62013961252742% Patented June 21, 1949 UNITED. v em SNUBBIN G MEANS j George-Er? Dath', .Mokena, Illmass nor toa we He. Miiier,,hie.,.chicago, Ill'., aporporation'oi'Dfelae ware.

Applications.) um-1 24; 1944;:SerialNoe; 2632381:

simple and efficient snubbing 1. means actuated.

through relative vertical movement ofthe bolster and the sideaframe for sn'ubbingthe: action of truck springs of railway cars,. w-herein the .snubbingmeans comprises rotaryfriction means actuated through relative movementkof the-bolster and side frame by lever armsconnectedi respecs tivel'y toa member fixed with respect to the truck side :frame. and a second member movable]; in unison withthe' trucktbolster;

Other objects of the inve'ntion willmore clearly appeanfrom the description-and claims herein after following.

In the drawing'forming a part of this specifica tion, Figure 1 is a vertical sectional view through one of the side frames of a railway car truck, illustratin my improvements in connection therewith, said view being on a vertical plane transversely of the car, and showing a portion of the truck bolster in side elevation. Figure 2 is a horizontal sectional view, corresponding substantially to the line 22 of Figure 1. Figure 3 is a view, similar to Figure 1, but showing the truck springs approximately fifty per cent com- My improved; snubber comprises." broadly a rotaryrfriction :member 'A, a second rotary friction.- member -iBira .springiQ. and. a: spring follower disc'D.

Therotaryfriction membersxA and .B are f similar.design except as hereinafter pointed out. Eachlfriction-member comprises adisclikeportion. I a-having ;an" outwardlyprojecting arm I 9, whichv issubstantially :tangent. thereto, the arm l 9 pro.- jecting from the upper portion of the dis'c.,l8.,of, the member A, as seen in Figure 1, and that of,the disc. I8 of... the, member. E -projecting, from the lower portionthereofi; Each disc, I8..is provided.

pressed. Figure 4 is a horizontal sectional view,

on an enlarged scale, corresponding substantially to the line 44' of Figure 3. Figure 5 is a vertical sectional view in a vertical plane at right angles to the section line 44 of Figure 3. Figure 6 is a detail perspective view, on an enlarged scale, of one of the friction members of my improved device.

In said drawing, l0 indicates one of the side frame members of a railway car truck. The side frame ID, as shown, is in the form of a casting and has top and bottom members I I and I2 connected by spaced vertical sections I 3--I 3 forming guides for the truck bolster. As will be understood by those skilled in this art, the truck includes two side frame members Ill-Ill and a truck bolster M. The truck bolster I4 has its opposite ends guided between the vertical sections I3-I3 of the truck side frames Ill-I0 and is supported by the springs l5--l 5. The truck illustrated in the drawing is of the spring plankless type and the truck springs are supported directly on the bottom members I2--I2 of the side frames III-I0, the usual top and bottom spring follower plates l6 and I! being interposed between each truck spring cluster and the body bolster and the corresponding bottom member, respectively.

withs-aepaim of helical friction; s1'111fa'ces, 205-201;, As shownmostclearly;in,Figures 4',;.5,.and. 6,1,the. friction. tsurfaces 2-09-20. of. the. member. B; arev inclinedlgim opposite .directiQnsr-fi'om. one. sidei of: the member B to the opposite side thereof, the line 2'I-22 in Figure 4 being the low end of each surface 20 and the line 22-23 being the high end of each surface. The friction surfaces.20--2ll of the member A are complementary to the surfaces 20-20 of the member B and fit truly on said surfaces when the parts are in the normal position shown in Figure 3. The member A is provided with a central stem or shaft 24 projecting axially therefrom and through the bearing opening 25 in the member B. The stem or shaft 24 is screw threaded at its outer end, as indicated at 26, and a retaining nut 21 secured on said threaded end. The spring C, which is in the form of a helical coil surrounds the stem 24 and has its opposite ends bearing on the inner side of the member B and the inner side of the follower disc D, through which the stem 24 extends, and retained by the nut 21. The spring C is preferably under initial compression and reacts between the member B and the spring follower disc D to pull the member A against the member B through the medium of the stem 24 of the member A and the nut 21 thereof against which the disc D shoulders.

The outer ends of the arms l9-|9 of the members A and B are pivotally connected to the upper and lower spring follower plates l6 and I1, respectively, of the springcluster. Each spring follower plate is provided with a lug 29 to which the outer end of the corresponding arm I9 is secured by a pivot pin 30 which extends through said arm and lug. As shown most clearly in Figure 1, the lug 29 of the upper plate I6 depends therefrom and that of the plate I! upstands therefrom. Inasmuch as the spring follower I5 moves toward and away from the spring follower H in unison with the bolster I4 as the latter moves downwardly and upwardly with respect to the lower member I2 of the truck side frame, and the outer end of the arm I9 of the member A partakes of the motion of the bolster, due to its being connected to the upper spring follower plate, the arm I9 of the member A is swung toward and away from the arm I of the member B, thus effecting relative rotation of said members. As the bolster moves downwardly from the position shown in Figure 3 to compress the springs I 5 and is forced upwardly back to said position by recoil of said springs, the lower set of cooperating friction surfaces ride upon each other thereby snubbing the action of the truck springs. Due to'the helical formation of these surfaces of the members A and B, the latter are cammed apart, resisted by the spring C. When the recoil action of the springs throws the bolster upwardlybeyond the position shown in Figure 3, the upper set of cooperating friction surfaces 20-20 of the members A and B become active to resist relative vertical movement of the bolster and side frames, thus further snnbbing the action of the truck springs.

I have herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

Iclaim:

1. In a friction snubber, the combination with a friction member, said member having a friction surface composed of a pair of helical friction faces arranged side by side along diametrical edges, said faces merging at said diametrical edges, each of said faces being inclined from end to end; of a rotary friction member frictionally engaging said first named member, said second named member having a friction surface complementary to said surface of said first named member and in engagement therewith; and means for rotating said second named friction member with respect to the first named friction member.

2. In a friction snubber, the combination with a friction member having a friction surface composed of a pair Of helical faces merging along diametrical edges, each of said faces being inclined from end to end; of a rotary friction member havingv a friction surface comprising friction faces complementary to and engaging with said friction faces of said first named member; spring means yieldingly opposing separation of said friction. members; and means for rotating said second named friction member with respect to said first named friction member.

GEORGE E. DATH.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,000,264 Hartford Aug. 8, 1911 1,228,944 Miller June 5, 1917 1,280,377 Bjorneby Oct. 1, 1918 1,349,781 Moore Aug. 17, 1920 2,034,638 Goodwin June 23, 1937 FOREIGN PATENTS Number Country Date 548,834 France Nov. 3, 1922 

